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(No Model.) 4 Sheets-Sheet 1. E. BAUDUIN.

ENGINE FOR TWIN SCREW VESSELS. No. 315,381. Patented Apr. 7,1885.

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(No Model.) 4 Sheets-Sheet 2-.

E. BAUDUIN.

ENGINE FOR TWIN SGREW VESSELS. No. 315,381. Patented Apr. 7, 1885".

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E, BAUDUIN.

ENGINE FOR TWIN SCREW VESS'ELS. I N0. 315,381. Patented Apr. 7. 1885.

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4 Shets -Sheet 4.

(No ModeL) I E. BAUDUIN.

ENGINE FOR TWIN SCREW VESSELS. i 3 Patented Apr. 1835- UNITED 1 STATES,

PATENT ()FFICEQI EDWARD BAUDUYIFN, on POLA, AUSTRIA-HUNGARY.

ENGINE FORLTWlN -SCREW VESSELS.

SPECIFICATION forming part of Letters Patent No. 315,381, dated April '7, 1885.

Application filed October 22, 1884. N i model.) Patented in England July 19, 1e84, No. 10,312.

.T all whom it may concern:

Be'it known that I, EDWARD BAUDUIN, a subject of the Emperor of Austria, and are'sident of the cityof Pola, in the Empire of Austria-Hungary, have invented certain new and useful Improvements in Engines for Twin- Screw Vessels, of which the following is a specification.

This invention relates to the coupling and driving of the shafts of twin-screw vessels.

The object of the present improvements is the coupling and driving of the shafts of twinscrew vessels with only one set of engines without wheel-gearing or additional rods or levers for coupling, the main feature of this part of the invention being that of three (or five) cylinders one cylinder acts on both shafts,

Whereas each of the other cylinders acts only on one shaft, and the arrangement of a horizontal side-lever type of engine particularly suited for twin-screw vessels.

For coupling and for driving the shafts of twin-screw vessels according to the present invention three cylinders, at least, are necessary; but, if desired, more than three might be employed. The said cylinders are placed horizontally athwartship and one alongside of the other, although not necessarily in a line, nor exactly in the. middle between the two shafts. The high-pressure cylinder can be placed at the end or betweenthelow-pressure cylinders, as desired.

In the accompanying drawings, Figures 1 and 2, respectively, are side elevations of the first and second cylinder of a three-cylinder compound engine constructed according to this invention, and Fig. 3 is a plan of the same. Figs. 4 and 5 are diagrams showing a modified arrangement.

ing on'e high-pressure cylinder of fifty-four inches and one low-pressure cylinder of one hundred inches diameter by forty'five inches stroke of piston.

The high-pressure cylinder B, which I will call the leading cylinder, is provided with two connecting-rods, b b. The doubleconnecting-rod b actuates two pairs'of cranks on the single, actuates one pair of cranks on the port crank-shaft A.

Thelowpressure cylinders G and D are pro.

one pair of cranks of the port shaft A.

The arrangements of cranksand connectingrods admit of many variations, for we have single, double, and built-up connecting-rods, the main feature of the system for coupling crank-shaft, A, while the single rod 0 actuates;

the shafts remaining, as said before-that of three or five cylinders one works on both shafts, whereas each of the other cylinders works on one shaft only. On each shaft the set of cranks belonging to one cylinder stands here at an angle of ninety degrees to the set of cranks belonging to the second cylinder; but this angle might be greater, if desired; thus, for instance, it might amount to one hundred and thirty-five degrees, which appears to be recommendable for a uniform motion of the engine. The three pistonrods are,

at the port side, each provided with a crosshead carrying two side rods, which take hold of the uppermost gudgeonsof the side levers. These latter carry at about one-third of their length the connecting'rods.

The position of the engine chosen for the drawings is that in which the greatest difference takes place in the relative positions of thepistons of the two low-pressure cylinders, their cranks standing vertically-the port one on the upper, the starboard one in the lower, position. The pistons, instead of standing at half-stroke, stand,by the well-known influence of the length of connecting-rod, somewhat I nearer to the respective shafts, as can be ob- IOO served at Fig. 2 by the position of the central lines of the side levers, that of .thegmiddle-engine (marked 1") being inclined to the-left, and

that of the aft engine (indicated by the dotted starboard shaft A. The other rod, 12, which is. 3 K

line 8) inclined to the right, of the-vertical cen-' and astern, and that by means of the connecting-rods of the leading cylinder, in conjunction with the steam-pressure on the pistons of the two low-pressure cylinders, the shafts A A are coupled effectually and in a most simple manner. The pistons of the two low-pressure cylinders work nearly always in thesame'di rection, so that in small engines the slide valves of both can .be worked by one pair of eccentrics.

versed to astern; but the cap'abilityof working the screws independently of -each'other had to be sacrificed. However, in case of damages to the engines or screws, the voyage can, after disconnecting, be continued either with three, two, or one cylinder, when the necessary steam valves and pipes ware'fitted with both or with one screw, as the casemay be, so long as the shafting carrying the eccentric disks remains intact. As long'asthe engineis under pressure there is no possibility of one of the shafts taking a wrong'direction; but on turning the engines by hand-gear care is to be had to prevent this from occur-ring, for

which purpose both wheels E Eare'to be used while the cranks'actuated by the leading cylinder are passing the dead-centers.

In Figs. 1 and 2 the position of the engine is shown in thesection of a large war-ship, F being the water-line, and G the 'ar-rnorplated deck, which, as will be observed; can be laid still considerably lower, if required, especiall y at the sides.

the low-pressure cylinders, and in Fig.2 the dotted lines L, L, and L show the position'of the cranks actuated by the leading cylinder 13 and by the-aft low-pressure cylinder 1).

H indicates the main steam-pipe; K'K, the pipes leading the steam from the high-press urecylinder B to the low-pressurecylinder O D. 191919191719 are guide-rods for the piston cross-heads, serving, also, as staysbetw'een the cylinders and frames, as well as the rods q q of the cylinder 0.

Condensers and pumps, which of late were often fitted separately in convenient positions,

as well as other details not formingnewfeatures of the present invention, are notshown in the drawings, the operation of eccentrics, slide-valves, and their gearing needing no explanations, and as their constructioncan be of various forms the description of the drawings The direction of the forward mo-- tion is marked by the arrows,;and can bere- In Fig. l the dotted lines L L show the, position of the cranks actuated by has also been restricted to the new features of the invention.

The method of coupling and driving the shafts of twin-screw vessels can also be applied to direct-acting and various other forms of engines, to simple engines, compound and triple expansion compound engines; but as the shafts of the latest twin-screw vessels since the more general introduction of the vertical hammer engine for twin-screw vessels are placed comparatively close together and low down in the ships, the horizontal sidelever form of engine shown in the drawings appears to be the most suitable type of engine to satisfy both these conditions, requiring of allhorizontal forms of engine by far the shortest distance between the sha-ft-eenters, and a1- lowing of laying the shafts as low down in the ship as with the vertical hammer engine, giting more than sufficient length of crank and very long connecting-rods. At the same time it allows of a more favorable proportioning of cylinders, while by the intervention of the side levers the diameter of cylinders becomes reduced and their length increased without requiring to exceed the reasonable limits to the speed of piston.

In the drawings, B designates the side levers of the horizontal type of engine specially referred to. These levers areshown as being fulcrumed at b below the horizontal cylinders and near theinner skin of the ship, the arrangement of the connecting-rods'and other connections being as already explained. The side levers are arranged as shown and specified in order to adapt them and their connections to horizontal engines applied to vessels in which the twin shafts are placed quite low down in the vessel and comparatively close; together.

The number of revolutions is of necessity the same for both propellers. Theengine is under perfect control, andcan be handled by one starting-engine only. The pressure per square inch of crank-bearings ot' the highpressure cylinder is,- notwithstanding the larger diameter of the only high-pressure cylinder, less than that on the crank-bearingsof two separate sets of engines of the same power collectively, since there are three bearings to take up that pressure, whereas that on the crank-bearings of the low-pressure cylinders remains the same. Since, asa-rule,- the power of an engine is obtained more-efficiently by one cylinder than by two, and .by application of the described system one cylinder, only takes the steam directly from the boilers,(compoundengine,) it may be reasonably expected that the ten to fifteen per cent. of'economy'of power resulting from the use of twin screws against single screws will be considerably increased, as the observations made in this respect have of necessity been-takenfromtwinscrew vessels having-two separate sets of engines;

For very powerful engines'- say twelve thousand to thirteen thousand indicated horsepowerit will be difficult to absorb the effect of such enormous power with a single screw, since, on account of the draft of ship and of the great velocity of and friction at theouter parts of screws, twenty-four feet of diameter of screws may be consideredas a limit. The object may, for example, be attained more satisfactorily with two screws of from twenty to twenty-two feet diameter. During the last year three or four large steamships were disabled by the ruptureof shafts or propellers. When such vessels are fitted with the described arrangement of twin screws driven by one compound engine, they will offer greater security, since in case of a breakdown they will be able to continue their voyage with the remaining shaft or screw, uniting the economical working of one compound engine with the advantages and greater security connected with twin screws. The power of the engine being divided on two shaftings, the latter are less endangered, as the strain is naturally much reduced, and they can be made of moderate dimensions.

For ships of war this form of engine appears to be unrivaled, since the highest part of the machinery, situated midships, or nearly so, is still considerably (four to five feet) below the waterline, allowing the adoption of armor-plated decks of the most efficient curves and in the best possible positions.

When greater importance is laid on having tw oseparatesets ofenginesthanontheeconomy ofpower or increased speed of vessel, and other advantages connected with the described method of coupling and driving both shafts of twin-screw vessels by only one set of engines,

these horizontal side-lever engines can also be arranged separately, as shown in Figs. 4

and 5, in which case each set can have two or three cylinders, as desired, and be erected in the manner usual with horizontal engines in twin-screw vessels. In this case and remaining by the fore-cited example, the high-pressure cylinder would have forty-five and five eighths inches diameter, the low-pressure cylinder eighty-five inches for two-cylinder, or sixty inches for three-cylinder, engines. They will then still offer the same advantages in respect to armor-plated" decks and present nearly the same side, elevation as in Figs. 1 and 2. By giving every cylinder two straight connectingiods (which for two-cylinder engines makes eight connecting-rods, or two more than the English steamship Alexandra) opposite to the piston crank-rods, which were i i to be situated on the portside forthe foremost and on the starboard side for the aft engine, or vice versa, a longer crank than nec- 6o essary can be obtained, or the shafts be brought considerably nearer to each other, the shaft of the foremost enginepassing underneath of the piston-rods of the aft engine. As a matter of course the slide-valve motion is to be effected '6 from the shaft belonging to the respective set of engines and double starting-gear to be fitted. .This arrangement would, for instance, i

in the space of twenty-one feet between'the shaft-centers allow of the superfluous length as those of the highest vertical hammer engines, and does not even reach to the waterline, and when their pistons are made of steel provided with floating rings and their Weight .80

properly supported they may become great favorites for war-ships, the more so as the two sets may beseparated by a water-tight bulkhead athwartship.

I claimp In an engine for twin-screw vessels, the combination, with the two propeller-shafts, of a single set of engines comprising three or more cylinders, one of which carries connectingrods at each end, each of which rods is con- 9 nected to one of the said shafts, the remaining cylinders carrying connecting-rods at one end only, and being each connected to but one of j,

said propeller-shafts, substantially as and for the purpose described.

The foregoing specification of my improve ment in engines for twin-screw vessels signed i by me this 30th day of September, 1884.

' EDWARD BAUDUIN.

WVitn esses:

C. O. Pacer,

T. BARTA.

Thus 75 this form of engine admits of cranks as long 

